Air-brake apparatus.



W. R. DAVIS.

AIR. BRAKE APPARATUS.

APPLICATION IILIEID JULY 28, 1913.

1,095,087. Patented Apr. 28, 1914.

2 SHEETS-SHEET 1.

W. R. DAVIS. AIR BRAKE APPARATUS.

APPLICATION FILED JULY 23, 1913.

2 SHEETS-SHEET 2.

W1? I) a/vi/s W /mum 1 M I 5M m em cation.

. ing valv'e' which willbe controlled by the be compensated for,

reduced to effect an application of the I UNITED srATEs PATENT OFFICE.

I WILLIAM R. nnvrs'pr oonulyrnns, on o.

AIR-BRAKE JnPPARA'II TS.

Specification of Letters 1 at en t. Pate t d A 28 1914 Application filed July 23 1913. SerialNo. 780,752,.

To all-whom it may concern;

Be it knownthat I, WILLIAM R. DAVIS, a, cltizen of the United States of America, residing-at Columbus, in. the county of Franklin and State of Ohio, have invented new and useful Improvements. in Air-Brake Apparat-us, 'of which the following is a specifi- This invention relates to improvements in air brake apparatus or systems and has particular application to what are known as double heading valves.

In carrying out the present invention, it' is my purpose to provide a double heading valve whereby the engineer of the first or leading engine will have complete control of the air brake system exclusive of the engineer of the second engine and whereby the main air reservoir 011 the second engine will be automatically connected up with the train line air pipe when the engineer on the first engine has moved his brake valve to release position thereby enabling the pumps on both engines to restore the train line pressure. It is also my purpose to provide a double headtrain pipe pressure and which when brought into service cuts ofl communication between the respective main reservoir andthe train line air ipe when. the brakes are applied; which, .w en the brakes are released, is operated by air pressure to open communication between the air reservoinwith which it is connected and the train pipe, and which, when the train pipe pressure is restored, automatically maintains communication between the respective air reservoir and train pipe so that any leak in the train pipe may and then closes such connec'tion when the train pipe pressure is brakes.

Furthermore, I aim to provide a double heading valve which may be readily and .conveniently connected in an engine equipment and which may be cut out of service when one engine only is used.

' With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling withinthe scope of the claims.

In the accompanying drawings;-Figure 1 is a diagrammatic view showing my double header valve system applied to two engines.

Fig. 2 is a vertical sectional view through.

one: of the. double header valves, the parts being shown in the position they occupy when the. brakes are released and the train lme being charged. Fig. 3 is a similar view showing the, parts in the position they occupy when the brakes are applied.

. In the practice of my invention, each engine is equipped with a double header valve properly connected in the brake system and when one engine only is used. the

double header valve in no way interferes with the operation of the brakes. When two or more engines are coupled to the same train, incident to the latter being long or heavy, the direct connection between the engineers valve and the main air reservoir is left open on the first or leading engine, while.,on the other engine or engines, this connection is closed.

Referring now to the accompanying drawings in detail, A designates the main air reservoir on each engine connected by way of the usual pipe B with the engineers' valve C oi any ordinary or preferred construction and equipped with an equalizing reservoir D, as usual; Connecting the engineers valve C with the train. line air pipe E is a pipe F."

My improved double heading valve is indicated at G and, in the present instance, comprises a cylindrical casing 1. Formed in the casing 1 is a piston chamber 2 in which is mounted for sliding movement a piston 3 com osed in this instance of heads t, 4 connec edto each other through the medium heads 4:, 4: appropriately spaced apart. Suitably connected to the casing 1 is an 'air chamber 6 having communication with the end of the piston chamber behindthe head l by way of a passage 7 disposed immediately adjacent to the respective end of the piston chamber, and adapted to have communication with the opposite end of such chamber by way of a passage 8 spaced an appropriate distance apart from the adjacent-end or head of the chamber and controlled by the head 4 of the piston, the passage 8 being provided with a reducing valve 9. Suitably connected. to one end of the casing 1 is a .valve chamber 10 formed interiorly with 'afiange providing a valve seat 11 coaxial with the piston chamber 2 and designed to receive a valve disk 12 provided with a boss 13 having a bore 14 formed therein to receive the s ank 15 carried by a head 16 sli dably mounted within an openof an integral web 5, such web holdingthe I forming, in effect, a connection between the head 16 and the valve disk 12. The opposite side of the head 16 is equipped with a shank 18 projecting into the end of the piston chamber carrying the head 1 of the piston. The free end of this shank 18 is equipped with a tube 19 slidably disposed'within a passage 20 formed centrally in the. piston headsand opening into the spacebetween the heads of the piston by way of a port 21 formed in the web 5. The end of the tube 19 within the passage 20 is open, while the opposite end of such tube, that is the end connected with the shank 18, is formed with a port 22 so that when the parts are in the position illustrated in Fig. 3, communication will be established between the end of the piston chamber behind the head 4 and the atmosphere by way of the port 22, the tube 19, the assage 20, the port 21, the space behind the eads of the piston and an exhaust port 23 formed in the side wall of the cylinder approximately centrall thereof. Extending outwardly from the ace of the valve disk 12 opposite to that carrying the boss 13 is a stem 24 slidably disposed within aotube 25 carried by a plug 26 threadedly engaging an opening in the outer end wall of the valve, casing 10, while interposed between the free end of the stem 24 and the confronting portion of the inner face of the plug 26 is a coiled expansion spring 27 acting normally to hold the valve 12 against its seat and in closed position. The numeral 28 designates an appropriate form of reducing valve controlling the inlet port 29 to the valve chamber 10, such port being formed in the valve chamber at the outer side of the valve disk 12, while a discharge port 30 is formed in the casing at the opposite side of such valve disk. y

In practice, a pipe or connection 31 has one end tapped into the end of the piston chamber receiving the head 4 of the piston 3 and the opposite end connected with the train line air pipe E. Leading from the in let port 29 of the valvechamber 10 is a pipe or connection 32 having the free end thereof tapped onto the pipe l3 immediately adjacent to the connection of the latter with the main air reservoir A, while leading from the discharge port 30 in the valve casing 10 is a pipe or connection 33 tapped onto the pipe B adjacent to theconnection of the latter with the engineers valve 0 and disposed in the juncture of the pipe 33 with the pipe B is a cut off cook 34 whereby the direct connection between the main air reservoir A and the engineersbrake valve 0 may be cutoff and the main air reservoir connected u with the 'engineers brake valve by way of t e pipe 32, valve casing'lO and valve 33, the pipes 32 and 33 forming,

the cut oif cock on the first or leading en-' gine is left in normal position so 'that the direct connection between the main air reservoir and the engineers brake valve is established. Normally, that is to say, when the brakes are released and the train line pressure at normal, the parts of the working double header valve or valves, as the case may be, arein the positions illustratedain Fig. 2. In this position of the parts, the piston 5 is at one end of the piston chamber 2 while the valve disk 12 is held open or away from its seat incident to the outer edge of the passage 20 engaging the shoulder formed at the .junction of the shank 18 with the tube 19 and communication between the train pipe and the main air-reservoir on the second engine established so that the pumps of both engines will assist each other in maintaining the train pipe pressure at normal. The piston 3, bein disposed at this end of the piston cham er 2, the piston head 4 will have uncovered the port 8 whereby the 'train line air will pass through the port 8 and into the air chamber 6 whence such air will tend to flow into the piston chamber behind the iston head 4 by way of, the port 7, the re ucing valve 9 holding,

reduction of the train line air pressure and an application of the brakes to the wheels of the train, the piston ,5 will move to the left of the piston chamber, as illustrated in Fig. 3, incident to the expansion of the air within the air chamber and behind the head 4: of the piston, thereby cutting off communication between the air chamber 6 and the train line and permittin the air in the air chamber and behind t e piston head 4 and in the chamber 6 to escape to the atmosphere by way of the port 22, the tube 19, passage 20, port 21 and the port 23. In this movement of the piston, the valve disk 12 is actuated to closed position under the action of the spring 27, so that it -man1pulate his brake valvesoas to cause a open communicat1on betwen the main air reservoir and the train line "pipe so as to recharge thelatter and release the brakes, the mainair reservoir on the first engine entering the train line passes into the piston chamber in advance of the piston head 4 and so slides the piston to the end of its path of movement whereby vthe outer face of the piston head 4- in engagement with the adjacent end of the shank l8 slides the head 16 and so imparts-a similar movement to the shank 15 with the efl'ect to move the valve disk 12 to open position, whereby communication between themain air reservoir on the second engine and the train line air pipe is established by way of the by pass so that the second engine will assist the first engine in pumping up the train line and restoring the pressure therein to normal. As the piston moves to the right to open the valvescontrolling the bypass, such piston uncovers theport i8 and the train line air flows into the chamber 6 by way of thereducing-valve 9. When the train line pressureis restored, the pressure of the train line air on the outer face of the head 4 will hold the piston against movementunder the action of the air within the chamber 6, incident to such air being under a lower pressure than the train line air, and consequently maintain the valve 12 open so that both main air reservoirs may take care of the train the brakes are released.

the pressure from connection with the ings, the construction, mode of and manner of employing my invention will be readily apparent. It will be seen that I have provided a double heading valve which may bereadily and conveniently applied to or installed in the brake system, now in to only open the first engine manipu pipe pressure when 7 l the, train From the foregoing description taken in accompanying draf1- operation air cham vogue, while ordinary eng1neer s valves can A can be set to running,servor any other usual poeitlon' will be es, but as it' motion 'ing restored, means opera the handle of the brake valve dais hardly,

probable that he would open this (Book without having tried to realize the situation and cock in case of emergency.

It will be understood, of coursd-that the brake equipments on both. engines are equipped wit-h air pressure so that both enginemen will know thefcgndition of the pressure in the train pipe and" in his main reservoir.

While I have herein shoWniand-"described one preferred form of my invention by way of illustration, I wish it to be understood that I donot limit or confine myself to the precise details of construction hel ein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.-

I claim:

casing, a piston chamber in air chamber adapted to communicate with said piston chamber at bothends thereof, a piston in said chamber controllin the communication between one end-of the.

piston chamber and theair chamber, a valve chamber havlng one side connected to the train pipe and the opposite side connected with the main air reservoir, a valve in said chamber and controlling the flow of air 'from the main air reservoir to the train line, a connection-between one end of said piston chamber and the train pipe whereby the piston will'sbamoved longitudinally within itsichambento its limit of movement in one drroct on whenthe-train pipe pressure is beingrestonedpand means operable from said piston previous to the same reaching its limit of movementto open said valve whereby oommlmication between the respectwo main ail-reservoir and the train pipe will be establishedwaid piston in its movement establishing communication between pipe end of the piston chamber and the air chamber whereby the train line ai'r will pass intosaidpair chamber.

2. A double: header valve comprising a casing, a piston chamber in said casing, an or adapted to communicate with said piston chamber .at-bothendsthereof,

a piston in said chamber and controlling the I l- A double header communication between-one end of the piston chamber and the .air chamber, a valve chamber having one side conneotedto the. train with t e mammals-reservoir, chamber and contrplling thoflow ofaiFfmm the main reservoirvto the train linbifaconnection-between onev end of said piston chamher and the-'trains-pipe whereby the piston moved longitudinally ,.with n its chamber to its limit of movement-in onefliwhen the train, 'pi e presguregis beipe andjthe opposite side tlonuect'ed a valve-in said:

1 'duction in train line pressure and means for exhaustingijthe air from the rear side of said piston and establishing communication between such side .of the piston and the at- 1- 5 mosphere when the train line pressure is reduced. i

A double header valve comprising a casing, a piston chamber in said casing, an

airchamber adapted to communicate with -said pisto'n chamber at both ends thereof,

a piston in'said chamber and controlling the communication between one end of the piston chamber and .the air chamber, a valve chamber having one side connected to the train pipe and the opposite side connected with the main air reservoir, a valve in-saidchamber and controlling the flow of air from the main-air reservoir-to the train line, a connection between one end-of said fpi'ston chambenand'i the train pipe whereby the .ipi'ston will be v moved longitudinally within its chamber to its limit of movement in ne di-rection when the train pipe pressure is being'restored, means operable from said 'piston'previous to the same reaching its limitof movement to open said valve whereby the communication between the respective main air reservoir and the train pipe will be established, said piston in its move- 40 'rnentuestablishing communication between the. piston chamber and the air chamber whereby the'train -line air will enter said air chamber and, pass behind said piston to actuate the latter upon a reduction in train line pressure, andpiston controlled means for exhausting the air from the rear side of said piston and establishing communication between such side of the piston and the atmosphere when the train line pressure is reduced.

4. A double header valve comprising a casing, a piston chamber in said casing, an air chamber adapted to communicate with said piston chamber at both ends thereof, a piston in said chamber and controlling the communication between one end of the piston chamber and the air chamber, a valve chamber having-one side connected to the train pipe and the opposite side connected with the main air reservoir, a valve in said chamber and controllingv the flow of air from the main air reservoir to the train line, a, connection between one end of said pis ton chamber and the train ipe whereby the piston will be moved 'ongitudinally 65 within its chamber to its limit of movement in one direction when the train pipe pressure isbeingrestored, means operable from said piston previous to the same reaching its limit of movement to 0 en said valve whereby the communication tweenth'e respective main air reservoir and the train "pipe will be established, said piston in its movement establishing communication between the train pipe end of the iston chamber and the air chamber where y the train line air will pass into said air chamber, and a reducing valve in the path of the train line air wherebythe pressure'of the latter within said air chamber will be below the normal 80 train line pressure. i

In testimony whereofl atfix mysignature in presence of two witnesses.

WILLIAM DAVIS.

Witnesses NATHAN GUMBLE,

HARRY V. Fox.

Copies of this patentmay be obtained forfive cents each, by addressing'the Commissioner of Patents,

' Washington, D. 0. Q 

